Electric locomotive.



G. M..EATON.-

ELECTRIC LOCOMOTIVE. APPLICATION FILED 059.4,

PatentedJuly 1?, 1917.

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m. mami1 GEORGE M. EATON, 0F PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO WESTINGHOUSE ELECTRIC AND IVIANUFACTURING- COMPANY, A CORPORATION OF PENNSYLVANIA.

Specification of Letters Patent.

ELECTRIC LOCOMOTIVE.

Patented July 17, 1917.

Application filed December 4, 1913. Serial No. 804,664.

To all whom it may concern:

Be it known that I, GEORGE M. EATON, a. citizen of the UnitedStates, and a resident of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Electric Locomotives, of which the following is a specification.

My invention relates to electric locomotives, and it has for one of its objects to provide a powerful, high-speed locomotive particularly adapted for use in handling the heavy and congested traffic of a railroadterminal system.

Another object of my invention is to pro vide a locomotive of the articulated type, which comprises a plurality of half-units that are respectively provided with leading and trailing trucks, whereby the locomotive, as a whole, is adapted for high-speed operation in both directions with uniform easyriding qualities.

Another object of my invention is to provide a locomotive having large and powerful driving motors which are located at relatively low points on: the running gear, and thereby tend to produce a low center of gravity, and to combine therewith a relatively low side restraint for the locomotive, whereby the lowcenter of gravity is counteracted and the side thrust on the rails is converted into a rolling movement of the locomotive body upon its equalizing system.

A further object of my invention: is to provide a structure of the above indicated character having running gear side frames located inside the driving wheels to support a plurality of sets of twin motors of large capacity, which are severally mechanically and independently connected to the respective pairs of driving wheels by means of countershafts and side rods, the twin motors and their gearing being located inside of the side frames.

A still further object of my invention is'to provide a simple, compact and durable construction for laterally restraining the locomotive at a point substantially below the driving axles.

Twin motors, as heretofore employed for driving each set of driving wheels of a locomotive, have usually been located directly above the drivers and resiliently supported by means of a quill construction. When motors are so located, the size and the power are limited by the lateral space available, so that, in certain types of construction, when powerful locomotives for high-speed operation are desired, it becomes necessary to locate the twin motors at the side of the drivers and to employ countershafts and side rods as operative connections between them. With this arrangement, longer motors of greater capacityare possible, whereas reductions in the diameters of the rotating parts are permitted. This feature is par" ticularly important for high-speed operat1on.

However, when the hereinbefore mentioned arrangement of driving units is employed, the center of gravity of the locomotive is materally reduced, which results in heavy side thrusts upon the rails and in other poor riding qualities; therefore I propose to combine, with the motor-mounting referred to, simple and effective means for obtaining a low side restraint for the locomotive body, whereby the undesirable features of a low center of gravity are obviated.

In the accompanying drawing, Figure 1 is a view in side elevation of a complete locomotive constructed in accordance with my invention; Fig. 2 is a view, partially in side elevation and partially in section, of a portion of the running-gear of the locomotive shown in Fig. 1, and Fig. 3 is a plan view of the portion shown in Fig. 2.

With reference to the drawing, the 1000- motive shown comprises two half units 1 and 2, which are operatively connected, to

constitute a single unit, through the agency of an articulated linkage 3 of any well known construction.

The half units 1 and 2 are of like construction and hence, a description of only one of them will be given.

Each half unit comprises a cab or body 4 and a running gear 5 which embodies a plurality of side frames 6, a plurality of sets of driving wheels 7 and axles 8, a plurality of sets of twin motors 9, a pivotally mounted end bogie truck 10, and a pony truck 11 associated with the opposite end of the running gear.

The two half units 1 and 2 are connected in such manner that the pony trucks 11 are located substantially in the middle, whereas, the bogie trucks 10 are disposed at each end.

When operating inone direction, the bogie truck 10 of one half unit and the pony truck 11 of the other serve as leading trucks, While the remaining trucks act as trailing trucks. In the other direction of operation, a'similar arrangement of trucks is provided.

Thus, high speed operation in both direetionsmay be effected without sacrificing any of the desirable riding qualities of the unit as a whole.

The side frames 6 are preferably of plate construction and aresuitably connected and braced by cross-ties 14 which are also of plate construction.

The several axles 8 are provided with.

journal boxes 15 of well-known unitary structure, each of which may conveniently partially surround its axle throughout substantially its length and projects through suitable pedestal openings 16 in the side frames 6. So far as the side frames 6 are concerned, the ournal boxes 15 have no side restraining connections with the pedescured to the cross-ties 14. The pedestals 21 prevent relative side-wise movement between the running gear 5 and the journal boxes 15, while permitting relative vertical movement between them. The point of side restraint is, therefore, relatively low with respect to the center of gravity of the locomotive .and,'hence, tends to counteract and overcome the undesirable riding qualities otherwise imposed by reason of the rela tively low center of gravity which results from the location of the motors, as herein- 7 after explained.

Thesets of twin motors 9, comprising ind1v1dual driving mote-rs 23, are rigldly mounted 1n pos1t1on upon the side frames 6 and cross-ties 14 at one side of the several sets of driving axles 8 and wheels 7. The separate driving units 23 are operatively connected to a counter-shaft 24, which is located betweenthem and in substantially the same horizontal plane as the driving axles 8, bymeans of suitable reduction gearing 25. The sets of twin motors 9, together with the gearing 25, are so mounted with respect to the side frames 6 that they are located entirely insideofsaid frames, while the wheels 7, which. are associatedwith the Several driving axles 8, are disposed on the outside of said frames 6. The several countershafts 24 project outwardly beyond the side frames (3 and are provided, at each end, with side rods 26, through which power is transmitted to the driving wheels 7, in a well known manner.

-I intend to cover in the appended claims all modifications of the structure herein shown and described which are included within the spirit and scope of my invention.

I claim as my invention:

1. In a vehicle, the combination with a body and a running gear comprising a plurality of axles and wheels, of a plurality of sets of motors and associated counter-shafts disposed at the sides of the respective axles and wheels, and means for severally connecting said countershafts to the respective axles.

2. In a locomotive, the combination with a running gear comprising a plurality of axles and associated wheels, of a plurality of sets of twin motors and cooperating countershafts disposed at the sides of the respective axles and associated wheels, and side rods for I severally mechanically connecting said countershafts to the wheels of the respective adjacent axles.

3. In a locomotive, the combination with a cab and a running gear comprising a plurality of sets of driving wheels, of a plurality of independent sets of twin motors, countershafts and side rods severally disposed at the sides of said sets of driving wheels and severally adapted to independently drive said respective axles.

4. In a locomotive, the combination with a cab, and a running gear comprising a plurality of sets of driving wheels, and side frames disposed intermediate the wheels of each set, of a plurality of sets of twin motors and associated counter shafts supported upon said side frames and severally disposed at the sides of said respective sets of wheels, side rods connecting said counter-shafts and said sets of wheels, and gearing associated with said twin motors and said countershafts and disposed intermediate said side frames.

5. In a locomotive, the combination with a running gear comprising side frames, axles, and associated driving wheels disposed outside of said side frames, of a plurality of sets of twin motors, countershafts and gearing between said motors and countershafts, all dis-posed between said side frames and supported thereby at the sides of. the respective sets of driving wheels and axles, and side rods mechanically connecting said respective countershafts independently to the adjacent set of driving wheels.

6. In a locomotive, the combination with a running gear comprising side frames, a plurality of driving axles, and driving wheels associated therewith and disposed on the outside of said side frames, of a plurality of countershafts disposed at the sides of said axles and in the plane therewith, a plurality of sets of twin motors respectively associated with said countershafts and located directly above them, said motors and said countershafts being operatively associated intermediate said side frames, and a plurality of side rods disposed outside of said side frames for connecting the respective countershafts to the respective sets of driving wheels.

7. In a locomotive, the combination with a running gear comprising side frames and cross-ties, driving axles journaled in said side frames, and means associated with said axles and said cross-ties and disposed below said axles for laterally restraining said side frames with respect to said wheels, of a plurality of sets of twin motors, and countershafts disposed at the sides of said driving axles and mechanically and independently associated therewith.

8. Ina locomotive, the combination with a running gear comprising side frames and a plurality of driving axles and wheels, of means associated with said axles and side frames and disposed below said axles for preventing relative lateral movement thereof, and a plurality of sets of twin motors disposed at the sides of the respective driving axles and in substantially the same horizontal plane therewith.

9. In a locomotive, the combination with side frames and cross-ties, of a driving axle, a journal box therefor cooperating with said side frames, a yoke rigidly associated with said journal box and having downwardly projecting arms, and means associated with said cross-ties for engaging the respective sides of said arms for preventing relative lateral movement of said side frames and said journal box.

10. In a locomotive, the combination with plate side frames and cross-ties, of a journal box disposed intermediate said frames and cross-ties and projecting through pedestal openings in said side frames, of a yoke associated with the middle portion of said journal box and having arms projecting downwardly below said journal box, and angle guides secured to the adjacent cross-ties and adapted to engage the side portions of said oke. y 11. In a vehicle, the combination with a body and a running gear comprising a plurality of driving axles and associated wheels, of countershafts disposed at the sides of the respective axles and severally mechanically connected to the respective driving axles and associated wheels and driving motors associated with said countershafts and disposed'substantially in the horizontal plane of said driving axles.

12. In a locomotive, the combination with a body and a running gear comprising side frames and a plurality of sets of driving wheels, of countershafts carried by said side frames and disposed at the sides of the respective sets of driving wheels and severally mechanically connected to the respective sets of driving wheels, and a plurality of electric motors disposed between said side frames and substantially in the horizontal plane of said driving wheels and having driving connections with said countershafts.

13. In a locomotive, the combination with a body and a running gear comprising side frames and a plurality of sets of driving wheels located outside of said side frames, of countershafts carried by said side frames and severally disposed at the sides of the respective sets of driving wheels, motors and driving connections located between said side frames and associated with said countershafts, and other driving connections located outside of said side frames for transmitting power from'said countershafts to the respective sets of driving wheels.

14. In a locomotive, the combination with a body, a running gear comprising a plurality of driving wheels, jack shafts associated with the various pairs of driving wheels, and side rods for connecting the jack shafts to the driving wheels, of a plurality of sets of twin motors respectively disposed at one side of the respective pairs of driving wheels and connected to said jack shafts, said motors disposed substan- 100 tially in the horizontal plane of the driving wheels.

15. In a locomotive running gear, the combination with side frames, a plurality of sets of driving wheels and axles asso- 105 ciated therewith, a plurality of sets of twin motors disposed between said side frames in substantially the horizontal plane of the axles and severally connected to the respective sets of wheels and axles whereby a low 110 center of gravity is obtained, of means disposed below said axles for positively pre venting lateral movements of said side frames with respect to said axles.

In testimony whereof, I have hereunto 115 subscribed my name this 29th day of Nov. 1913.

GEORGE M. EATON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. G.\ 

